Power-transmission mechanism.



No. 759,223.- PATENTED MAY 10, 1904.

B. J. ARNOLD.

PO WER TRANSMISSION MECHANISM. APPLICATION FILED APR. 26, 1901 N0 MODEL.

l0 SHEETS-SHEET l.

N q) S S I l witne ses. A Inventor 47% BionJ rnoldh B wawmg v I azliorney.

No. 759,223. I PATENTEDMAY 10, 1904. B. J. ARNOLD.

POWER TRANSMISSION MECHANISM. APPLICATION FILED APR. 26, 1901.

NO MODEL- IOSHEETW-SHEBT 2.

witnesses. N Invanlor: 7%

O BILQTLJ nolcl fllorneys No. 759,223. PA-TENTED MAY 10,1904.

I B. J. ARNOLD. POWER TRANSMISSION MECHANISM.

APPLICATION FILED APR. 26, 1901.

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PATENTED MAY 10, 1904 B.J.ARNOLD. I POWER TRANSMISSION MECHANISM.

APPLICATION FILED APR. 26, 1901.

' 1o SHEETS-SHEET 4.

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Inventor.

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N0-'759,223- PATENTBD MAY 10, 1904.

B. J. ARNOLD; POWER TRANSMISSIONv MECHANISM.

ARPLIUATION FILED APR. 26; 1901. N0 MODEL; 4 1o SHEETS-SHEET a.

LUILLneSSeS. I mush/Z701".

No.759,223. PATENTED MAY 10, 1904.

B. J, ARNOLD. POWER TRANSMISSION MECHANISM.

APPLICATION FILED APR. 26, 1901.

N0 MODEL. 10 SHEETS-SHEET 6.

witnesses rwenlor vi lZo rm s MLM' B wag- A PATENTED MAY 10 1904.

'B. J. ARNOLD. POWER TRANSMISSION MECHANISM.

APPLICATION FILED APR. 26, 1901.

10 SHEETS-SHEET 7.

N0 MODEL.

I nventor witnesses.

No. 759,223. PATENTED MAY 10, 1904.

' B. J. ARNOLD. POWER TRANSMISSION MECHANISM.

APPLIUATION FILED APR. 26, 1901.

N0 MODEL. 10 SHEETS-SHEET 8.

' Willi/858%] I 2211672601.

PATBNTED MAY 10, 1904.

I No. 759,228.

B. J. ARNOLD. POWER TRANSMISSION MECHANISM.

APPLIGATIQN FILED APR. 26, 1901 10 SHEETS-SHEET 9 N0 MODEL.

[TLUZTLFOTT wilnesses BionJ rnolci.

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' PATENTBD MAY 10, 1904.

B. J. ARNOLD. POWER TRANSMISSION MECHANISM.

APPLIOATION FILED APR. 26, 1901.

10 SHEETS-SHEET 10.

N0 MODEL.

'Umrnn Srnrns Iatented May 10, 1904.

Parana @FFICE,

POWER-=THANSMESSEUN MECHANlSWl,

SPECIFICATION forming part of Letters Patent No. 759,223, dated May 10,1904.

Application filed April 26, 1901- My invention relates topower-transmission mechanism, and more particularly to that class ofpower-transmission mechanism employed in the operation of vehicles,although my invention has other applications, and has for its object theimprovement in construction of such mechanism whereby functionshereinafter more particularly set forth may be performed.

My invention has for its primeobject the provision of power-transmissionmechanism of this class in which a motor may be employed which isadapted to operate at practically a constantspeed and constantload, butwhich is adapted to drive a variable load at a variable speed by meansof its association and connection with means for storing surplus powerdeveloped by the motor when the driven load is slight, which means arethereafter adapted to restore the accumulated power to aid the motor indriving the load when heavy or to drive the load independently of thesaid motorl I may also employ the aforesaid means for starting the motorfrom a state of rest, which would be advantageous, for instance, whensingle phase alternatingcurrent motors are employed.

In the preferred embodiment of the invention when applied moreparticularly to electric traction systems I employ an electric motorwhich may be suitably operated through the agency of a trolley or thelike and which is adapted when in electrical connection with thesupply-circuit to run at a practically constant speed and constant load.

The power developedby the motor is utilized in operating the vehicle orcar upon which it is placed and is also used for compressing fluid orotherwise storing the surplus energy of the'motor. The motor ispreferabl y not rigidly connected with the driving.

Serial No- 5'7,568. (No model.)

shaft of the truck upon which it is mounted, but is associated therewithin such a manner through theinterposition of means for storing surplusenergy thereof that the speed transferred by the said motor to the saidtruck may be varied as desired. The fieldframe of the motor and thearmature are both revolubly mounted and are preferably both associatedwith fluid-compressing means which are adapted to be converted intoengines, thus serving both as retarding and accelerating means for theirrespective motor elements. Either motor element is adapted forconnection with the shaft of the truck through the agency of suitablemeans, such as gears or electric clutching mechanism. The motor is thusadapted to consume a constant supply of energy, which energy is utilizedeither directly or indirectly to :propelthe vehicle and in someinstances to start the motor from a state of rest, the fluid compressingmeans serving to absorb the entire power of the electric motor when thetruck is standing still or when it is requiring no power to propel it,(which would be the case in descendinga grade or when the truck wasbeing propelled by the momentum of the vehicle and all of the power ofthe motor not needed for the propulsion of the truck, the power storedby the said fluidcylinders being adapted to operate the same as enginesto assist in accelerating and propelling the truck when necessary, as instarting or ascending a grade.

My invention further contemplates the pro- .vision of improved means forcontrolling the operation of power-transmission mechanism constructed inaccordance with my invention, the said controlling means being soconstructed and arranged that when several vehicles are united to form atrain the operation of the train may be controlled from eithercontroller of any of the said cars or vehicles.

Further objects and advantages of my invention will be apparent from theconstruc tion, which I will now describe more in detail in connectionwith the accompanying drawings, illustrating one embodiment thereof, inwhich- Figure l is a view, half in plan and half in horizontal section,of a power-transmission mechanism constructed in accordance with myciated with each axle of a car-truck on line Fig. 17 is a side viewthereof.

1 1, Fig. 3. Fig. 2 is. a side view, partially in elevation andpartially in section, on line 2 2 of Fig. 1. Fig.' 3 is an end elevationof the truck shown in Fig. 1. tional view on line 4 4 of Fig. 1. Fig. 5is a vertical longitudinal sectional View of a modification of theapparatus illustrated in Fig. 1.

Fig. 6 is a horizontal longitudinal sectional view of the same. Fig. 7is a horizontal 1ongitudinal sectional view of a further modification.Fig. 8 is a top view of my improved controlling mechanism. Fig. 9 is apartial sectional view thereof on line9 9 of Fig. 8. Fig. 10'is a topview of the controller shown in Fig. 8, the cover being removed. Fig. 11is a diagrammatic view showing the electrical connections between thecontroller and re-. ,verslng-switch segments and their connection withthe various parts of the electrical and controlling mechanisms. Fig. 12is a top View showing the location of the electrical, pneumatic, andmechanical mechanisms and the general arrangement of the same upon adouble-truck car, portions of the car being broken away to more clearlyreveal features of construction.

Fig. 18 is a diagrammatic view of the electrical connections when two ormore cars are coupled to form a train. Fig. 14 is a diagrammatic viewshowing the connections between the fluid-storage reservoir and thefluid mechanism and the electric means by which their control iseffected.

Fig. 15 is a similar view showing my improved system as applied inconnection with the two axles of a truck, the compound fluidcylindersbeing coupled. Fig. 16 is an end elevation of the cable-coupling for theelectrical connections at one extremity of a car. Figs' 18 and 19 areplan views,respectively, of the couplings shown in Figs. 16 and 17.Fig.20 is a comprehensive diagrammatic illustration of the apparatus ofmy invention.

' Like characters of reference indicate like parts throughout thedifferent figures.

1 have shown my improved power-transmission mechanism as applied in thedrawings more particularly to an electric system, the apparatus beingmounted upon the truck of a vehicle comprising axles A A, upon which aresuitably mounted the wheels U. In the system as shown I have providedmeans in connection with the axles A comprising a conduit a forsupplying curl-(int to the electrical apparatus used in propelling thevehicle. A quill-shaft B, which carries an armature D of an electricmotor, is mounted upon the axle A, suitable non-frictional hearings orbushings 1) being interposed between the quillshaft B and the axle A.Asecond quill-shaft (I is similarly mounted about the axle A and carriesa field-frame oi? the said electric motor, suitable non-frictionalbearings or bush- Fig. 4 is a secings 0 being interposed between thesaid axle and the said quill-shaft.

The armature D of the electric motor and the field-frame E thereof neednot be mounted fixedly u on the quill-shaft B, but may be gearedorotherwise connected thereto, it desired, the members of the motorrotating with respect to each other and with respect to a point inspace.

I provide suitable brushes and collectorrings (Z to supply'current tothe field-windings of the field-frame E. I retain the fieldframe E inits normal concentric position aboutthe armature D by means of a flangea, which may be secured to the said field-frame to support theoverhanging end thereof. Through the agency of the quill-shafts uponwhich the armature D and the field E of the motor are mounted the saidmotor parts may both revolve about the said axle A, if desired, andeither may be coupled to the said axle through the agency of means to behereinafter more fully set forth. 7

In order to c'tfect arotati'on of theaxle A by means of one of the motorelements which may be coupled thereto, I associate suitable retardingmeans with each of said motor elements, whereby one may be caused toremain stationary or revolve slowly, so that the remaining motorelement, which is caused to revolve at a constant speed relatively tothe first motor element, may effect a rotation of the said driving-axleA. The means which ll prefer to employ to effect this result comprisefluid-compressing cylinders H h 1 7', which are provided with suitablevalving mechanism and reversing-valve-actuating mechanism, so that theyserve in the double capacity of either fluid-compressing cylinders orfluid engine cylinders, as required.

The fluid-cylinders H 71. are provided, respectively, with cranleshaftsK, to which they are connected through the agency ofpistons J piston-rodN, cross-head M, and connecting-rod L, Figs. 1 and 2. I employ a gear F,which may be a part of quill-shaft B,'said gear engaging a pinion f,attached to crank-shaft K of fluid-cylinder I by any suitable keys orclutches. ll provide acorresponding gear (3r,

which may be secured to or be part of quillshaft C and which is adaptedto engage a corresponding gear g, attached to the crank-shaft K offluid-cylinder H through the agency of suitable keys or clutches.

Cylinders H It are connected by their mechanism to the field-frames E Eof the electric motors on the two axles A A, Figs. 1 and12, andcylinders l t are donnected by their mechanism to armatures D D of thesame motors, so that fluid-cylinder H and its mechanism may be called afield compressing and driving engine and fluid-cylinder I and itsmechanism, the armature compressing and driving engine.

The fluid-cylinders H T 71/ c' are each provided with admission-valves OO and exhaustvalves P l, whicljr valves are suitably actuated orcontrolled by a reversing mechanism Q. Any suitable form of reversiblevalveactuating mechanism may be employed, as is well understood, asimple cam-valve gear Q, Fig. 1, being shown for the sake of clearness,it being so arranged that in its normal position the valves P and 0 willbe actuated to enable cylinders H la I a to COIDPIGSS fluid when pistonsJ are reciprocated by the action of the electric motor.

lit will thus be seen that as each motor element isassociated with afluid-cylinder the said motor element may be held stationary or causedto revolve at a slow speed on account of the retarding infiuenceof thesaid fluidcylinder when so connected as to compress fluid. in this casethe remaining motor element which is caused to revolve relatively to thefirst aforesaid motor element at a constant speed may be connected tothe driving-axle, and thus cause a rotation thereof.

The means which I prefer to employ to effect engagement between thevarious motor elements and the shaft A consists of a magnetic clutch ofsuitable form, which may be rigidly or flexibly secured to the said axleA or driving wheel U and may be so arranged that it will engage anysuitable lixed portion o the motor elements to join the same to the axleat will. i have shown a magnetic clutch S adagted to unite the airle A.to the quillshaft C, a similar clutching mechanism T being employed toengage quill-shaft B or other suitable part connected to armature l) tojoin the same to the axle A. In order to effect a reversal of thevalve-actuating mechanism Q,

l employ solenoids or other suitable devices hire 1", associated,respectively, with the cylinders Hi It a. The solenoids are suitablyunited to the valve-actuating mechanism and are electrically connectedto a reversing and controlling switch to be hereinafter morespecifically set forth.

' in orderfto supply current to the clutches S T, I employ suitablecollector-rings s t, the connectin gwires being preferably led throughthe conduit (1. in the axle A when said clutches are mounted directly onthe axle.

Any suitable form of casting as, for instance,V- may be employed as theframework and easing of the entire mechanism and may be either supportedby suitable bearings N W on the axle and the yoke X flexibly connectedto the frame Y, Figs. 1 to 6, or rigidlybolted to'frame Y.

Referring more particularly to Fig. 14, l have shown the way in which Iassociate the fluid-cylinders of my invention with storagetanlrs andcontrolling mechanism. The ports of fluid-cylinder H are associated witha supply-pipe V, a similar supply-pipe Q1 being associated withthefluid-cylinder I. The sup-' pipe U respectively through the agency ofthrottles m n and also respectively through the spring-valves V '0 Thesprings V o of the said spring-valves V o are so adjusted as to allowfluid to pass from the supply-pipe V to the main supply-pipe U when thepressure in V is great enough to overcome the pull of the spring V andthe pressure on the side of the valve toward U. I provide ordinaryrelief valves V a), respectively associated with the pipes V 'v toprevent the formation of a vacuum in said pipes V and o by the action ofcylinders H and I when running light with valving mechanism set for anengine.

The main supply-pipe U is provided with sh'utoff valves to and isconnected to reservoirs T through the agency of suitable supply-pipe 14which may also be provided with shut-off valves u. Main supply-pipe Umay be extended, in either direction and joined to more reservoirs orfluid-cylinders, if desired. The throttles m and n are respectivelyoperated by throttle-solenoids m a, suitably electrically connected withcontrolling mechanism, as hereinafter set forth.

In a modification of the invention as shownin Fig. 15, in which compoundfluid-cylinders are employed, 1 utilize receiving-pipes X :11 betweenthe high and low pressure cylinders. I also intei'pose suitable coolingor heating jackets or devices, shown as intercoolers and reheaters X :0through which the pipes X :12 may pass.

A switch 0, Fig. 13, 1s employed to establish connection through theelectric-motor cir- I00 cuit, said switchbeing controlled by a solenoid0, Figs. lland 13. In order to effect operation of the solenoidsemployed in the operation of my system, I employ a source of directcurrent 31, which source in this instance 5 is the direct current end ofa motor-generator if the car is to be run on an alternating-currentsystem. In connection with the generator p I employ a secondary batteryg, which is preferably connected in parallel with the generator 7). Iinsert an automatic cut-out p shown in this case as a fly -ball governorand switch, which is adapted to prevent the battery from driving thegenerator as a motor when the speed of the generator is de- 5 creased,so that its electromotive force becomes lower than that of the battery.The battery is also adapted to act as anequalizer for the generator andto take the load of the controlling-circuit when the circuit of the gen-I erator p has been broken by the cut-out p".

By referring more particularly to 8 to 11 I will now describe thecontrolling mechanism, comprising controller and reversing switches forcontrolling the operation of 5 my improved system. Ihave shown dials ZZ, which are respectively the dials. of the controller and reversingswitches, dial Z containing the operating positions f Ba, 0a,

, Rs, 1, 2, 3 and dial Z containing 3 operating position 3.

he operating positions 1, 2, "3, 4,

each position being provided with suitable contact-segments connectedwith the various controlling devices by the controllingcircuit wires.

The controller-handle A is provided with a suitable locking device M forholding the same directly over said handle A being adapted to be'movedfrom operating position Bo, to operatingposition 3 on dial Z of thecontroller when the re-versing-switch handle B is at any of itsoperating positions "2, 3, 4,or5. The handle A is so arranged that itcan-be removed only when over operating position On, which position itmust normally occupy when'the mechanism of the car is not in operationor when it is being controlled by any other controller on the train. Thereversingswitch handle B can also be removed only when over operatingposition 0...

A suitable operatingwalve C may be used in connection with any ordinaryair-brake mechanism to brakethe train and may be actuated by means ofthe controller-stem D of the controller. The controller-stem D car riesan arm g, which is provided with contact points or brushes H, which arecapable of making contact between current-carrying segments of the saidcontroller. Thecontroller-stem D also serves, by means of the connectingbar E, to actuate the locking plunger F.

The handle B of the reversing switch is fastened to a spindle N, ries alocking-disk O. The locking-disk has suitable notches or slots P P P P,which come opposite plunger F when handle B is over either operatingpositions 2, 3, 4, and 5 of dial Z, said slots being of suficient depthto allow handle A to make its full travel from operating position Ba. toA second series of notches Q Q are also provided within thelocking-clislcO,xvl1ich come opposite the plunger F when handle B isover operating positions Op. andl, which slots are only of sufficicntdepth to allow handle A to move between the operating positions of "135and O... Vvhen plunger F enters any of these slots P P and Q Q, by themovement of handle A, handle B is looked over any of the operatingpositions of dial Z over which it has beenpreyiously placed. W'hen noneof these notches or slots P or Q are opposite the plunger F, handle Awill be locked over operating position Ba of dial Z. I employ a spring Ror other suitable means to engage the slots P Q, of the locking-disk 0when handle B is over any of the operating positions on thecontroller-dial Z.

The controller actuated by the handle A is provided with threepositive-current-carrying.

segments J K L and a return-current-carrymg segment 1, all of whichsegments are any operating position,'

which spindle car suitably mounted upon insulating-strips S.(Jontactpoints or brushes It it are provided for the reversing-switchactuated by handle B, which brushes are adapted to make contact betweentherespective currentrcarrying segments of the saidreversing-switch.ments J, K, and L have corresponding segments j is Z, provided withinthe reversingswitch, which segments are electrically united by wires 1'Z. Thereturn-circuit segment Tof the controller is united, by means of areturn-circuit wire 1 to four return-circuit segments 2" of thereversing-switch. The returncircuit segment ll is permanentlyelectrically connected to one side of the source of current-supply bymeans of the wire 1, the remaining terminal of the said source of supplybeing electrically connected, by means of a conducting-wire T to oneterminal of each of the controlling-solenoids employed in the opera-'tion of my system. These reversing-switch segments and others are allsuitably mounted upon insulating-strips S.

The solenoid R, which controls the operation of the'valve mechanism Q ofthe fluid- .cyliuder H, is electrically connected to the commonreturn-wire I switch segments R and R by means of the wire R Thesolenoid 7', which controls the valve mechanism of the cylinder I, isconnected at oneterminal to the return-circuit wire 1 the remainingterminalbeing connected, by means of the conducting-wire r", to thereversing-switch segments 1 r. The solenoid it may of course be soconstructed as to control the cylinders H and it and the solenoid r toeflect the control of cylinders I and 2'.

The current-carrying coil of the magnetic and to the reversingclutch Sis electrically united with the returncircuit wire 1 and the reversineswitch se ments S S through the agency-of the circuitwire S Thearmature-clutchT is connected likewise between the return-wire l and thereversing-switch segment T by means of the circu it-wire vT The solenoidm is connected between .the common return-circuit l and thereversingswitch segments M and M by the connectingwire M said solenoidbeing adapted to operate the throttle m of the cylinder H. Thecorresponding solenoid n, which is arranged to operate the throttle n ofthe cylinder 1, is connected between the common return-circuit l and thereversing-switch segments N and Ntby means of the wire N It will thus beseen that the reversing-switch segments are mounted in such a way thatthe control of the apparatus after the electric motor has been startedis done by means of the controller actuated by handle A, as thereversing-switch can only directly supply current independently of thecontroller to the solenoid U and in its first operating position to thesolenoids controlling the operation of the fluid-engines to operate thesame to enable them to start The segthe electric motor from a state ofrest. After the handle B" has passed beyond its first operating positioncurrent can only be supplied to the various solenoids, exceptingsolenoid 0, through theagency of the controller controlled by the handleA.

I will now explain the Various operations and actuations of thesolenoids which cfiect thecontrol of the fluid cylinders and motors byreferring more particularly to Fig. 11, where I have diagrammaticallyindicated the connections of one complete set of solenoids with areversing-switch and controller. The handles A and-B, with theircorresponding contacts H it, are respectively shown in the operatingpositions Ba, Oi. 1f handle B is now moved to operating position 1 onthe dial Z, the bridging contactpoints it will engage the-return-currentsegments a" and the circuit-segments 7' N R M whereby thereversing-solenoid r, solenoid n, and actuatingthrottle n of thecylinder I (attached to armature D) are operated and at the same timeoperating the reversing-solenoid R and throttlesolenoid m of cylinder H,(attached to field-ring E.) The cylinders H and l: thereby becomefluid-engines, receiving compressed fluid (previously stored) from thereservoirs T through pipe U, and respectively serve to rotate the fieldE and armature D at the same speed in opposite directions. When theproper relative speed between field E and the armature D has beenattained, the handle B may be moved over to either operating position 2or 3 of the dial Z of the reversingswitch. The bridging contact it willnow engage return-circuit segment 'c" and circuitsegment 0, whereby thecircuit 0 is completed and current supplied from the directcurrentsource 22 or battery q to the solenoid 0, which is thereby operated andserves to close the switch 0 of the electric-motor circuit. Thus currentis supplied to the motor, which now operates electrically and willcontinue to do so as long as operating-handle 13 remains upon theoperating position 2. or The field E and the armature D are nowrevolving electrically at equal speeds in opposite directions andcausing pistons J to reciprocate in the cylinders H and I by means ofthe gears G g and F f, crank; shat'ts K K", connecting-rods L,cross-heads M, and piston-rods N. If now the motor con tinues inoperation and the solenoids R and '1' are not energized, thevalve-actuating mechanism of both cylinders will be in their nor-' malcondition, so that fluid will be compressed into the pipes V o Vthen thepressure within the pipes V w is sufficient, spring-valves V o will openand allow the compressed fluid to flow through the main supplypipe Uinto the storage-reservoirs T, from where it may thereafter be withdrawnas needed for driving the fluid-engines. When handle B is over eitheroperating position 2 or 5,

troller-segment J.

suitable contact is effected, through the agency of the bridging-contactpoints 71, between the segments j, 7c, and. Z,which are joined,respectively, by wires j to controller-segments J K L and certaincircuit-segments of the reversing-switch, so that the proper solenoidsfor regulating the motion of the car in a forward direction are broughtunder the control of the handle A of the controller-switch. The segmentJ of the controller willthus be joined through the wire 7'reversing-switch segment j,bridging piece it, through circuit-segments Rand S or R and S, circuit-wires and S through the reversing-solenoid Rand clutch S, thus bringing solenoid R and clutch S under the immediatecontrol of handle A. In like manner reversing-solenoid r and throttle mare brought under the same control by being joined,respectively, tosegment L through the wire Z segment Z, bridging pieces 7i,circuit-segmentr or r, and circuit-wire 1' Segment K of the controlleris connected by means of wire k segment bridging piece it, throughcircuit-segment M" or M, and circuit-wire M". It will thus be seen thatthe same electrical conditions exist when the reversing-switch handle Bis in the operating positions 2 and 5, with the exception thatinoperating position 2 contact iseifected between the return-currentsegment a" and the circuit-segment 0 which contact is not made inoperating position 5, as in this position the electric motor is notadapted to operate, and the car can only be propelled by the power ofthe fluid-engines when the requisite circuit connections are completedby the movement of handle A.

,In'orderto prepare the car for operation in a backward direction, thereversing-switch handle B would be placed over operating p0 sition ifpropulsion by means of electric motors and fluid-engines both weredesired or over operating position at if propulsion by the fluid-enginesonly were desired instead of over operating positions 2? or 5, whichcorrespond to the forward direction of travel. When in these operatingpositions-that is, 3 and ;the reversing-solenoid r and throttle-solenoidn of cylinder I and reversing-solenoidR of cylinder H and the clutch Tare brought under the direct'control of handle A of the controller. The,reversing-solenoid 'r and the elutchT are brought under the control ofhandle A through the circuit 0' T circuit-segment r T, bridging pieceit, reversing-switch segment j, and wire to the con- I Thethrottle-solenoid n is also brought under the control of handle Athrough the circuitwire N, circuit-segmcnt N bridgingcontact-piece 7L,reversing-switch segment is, and wire 76 to the controller-segment K,and reversing-solenoid R of cylinder H is brought under the same controlthrough the circuit-wire R circuit-segment R bridging contact-piece h,reversing-switch opposite or backward direc- 'tion the wheels U willrevolve in the same as the operating positions direction as the armatureD. It will therefore be apparent that, if the controlling mechanism atthe opposite ends of a car is to be so arranged that theqdirection oftravel will always be in the direction the motorman is facing it will benecessary that the operating positions f 2 and 5 of the onecontrollermust be attached to the same circuits controller at the otherend of the car, and vice versa. elf now handle B operating position 2 5Z, the contact bridging electrical connection between the segments ll"it will not compress fluid -ture I) will is over the forward and handleA be moved to operating position Rs of the dial pieces H will effect andL, and thus supply current to the solenoid r-of the cylinder I, wherebythe valving mechanism of the said said cylinder I, which is attached toarmature D, is reversed, so that of vacuum by the relief-valve o.Armature D with its load remov ed will now increase in speed until fieldE, which is adapted to maintain relatively a constant speed to saidarmature D by means of the current supplied from thetransmission-circuit, is brought to astandstill. By moving handle A tooperating position 1 clutchS will fixedly unite field-frame E to axle A,and at the same time solenoid R will reverse the valving mechanism ofthe cylinder H, so that it will be ready to operate as an engine.Contact iseifected, as will be readily apparent ing piece H electricallyunites segments J I.

' When the handleA is moved to operating position 2, the contactbetween-segments L and I is broken, whereby reversing-solenoid 7* isreleased, so that cylinder I again becomes a compressor, which serves toretard the rotation of armatureD, and as field E and armamaintain thesame relative speed to one another field-ring E, attached to axle A,will slowly start revolving, and thus propel the car, which willcontinue to accelerate until the maximum speed is reached. If theacceleration of the train becomes too rapid with handle A remaining uponoperating position "2, handle A operating position 1,-whereby the speedwill be decreased. When this is done, the valving mechanism of thecompressing-cylinder is re-' versed and the air accumulated during theperiod that the 'handle A was over the operatwire Z to thecontrolling-seg' above I mean the direction;

motor,'and when the car is trav-" 3and Moral b and will be relieved fromFig. 11, as the bridgmay again be placed over the tion 3, cylinder H,attached to the iieldframe it), (whose valving mechanism has alreadybeen setm such position as to enable said cylinder to operate as anengine,) will be supplied with'fiuid from the reservoir T after theactuation of the throttle-solenoid m, which is attached through thevarious wires and ments to the segment K of the controller, and

more rapidly by the combined power 01 the d-engine and the electric"motor. If the Va ving mechanism of the cylinder, which has een used asa compressor to retard one element of the electric motor, is suitablydesigned to enable its cylinderand its ports to he used 1 part of whichit is attached to'rotate in directlonto which it was running as anengine, so that it may cause the the motor to the opposite before it wasstopped, the speed of the other part of the motor will becorresponilingly increased and the acceleration of the car stillcontinued to any practical speed, since the proper relative speedsbetween the valving portions of the motor are still maintained. Ifduring these movements of handle A handle B had been overbackward-opcrating positions 3 and 4 switch or the forward ope ratingpositions 2 ant '5 of the reversing-switch at the other end of the car,solenoid r and clutch T would have been connected to segment J in placeof the solenoid R and the clutch S, solenoid u would have been connectedto segment K in place of solenoid m, and solenoid B would have beenconnected to segment L in place of solenoid r, in which case the carwould have been propelled in the opposite direction, as the wheels Uwould have been revolved in the direction of the armature l) in stead ofin the direction of rotation of the field-ring E, as the .clutchmechanism T is adapted'to operatively associate said armature with theaxle, whereas clutch S had previously associated field-frame E with thesaid axle A. v The operation of handle A is obviously the same as forthe forward motion. When the truck has been accelerated, as previouslydescribed, sufficiently to make it no longer necessary to require powerto keep it in operation other than the momentum of the train of whichthe said car or truck is a part, the handle A may be returned tooperating position "OJ of the dial Z, in which caseall the mechanism ofthe'actuating mechanism associated with the axle A is included and allthe circuits of the controller mechanism broken, so that the cylindersare adapted to compress of the reversing-- fluid into the tanks T andabsorb all the power given out by the motor, as was previously the casewhen the handle A was-over the operating position "OLJ It will beseenthat the car is thus propelled by its own momentum, or

' coasting, with brake-valve on lap, and may be gradually brought to astandstill through the agency of any suitable braking mechanism.

If it is desired to stop the car, handle A, which is connected with thebraking mechanism, may be moved to operating position B11, in whichevent air is admitted to the brake cylinders and the speed of the car isslackened as desired. By moving the handle A toward operating positionRa air is exhausted from breaking the circuit through switch 0 or un'til it becomes necessary to repeat the above cycle of operations foragain startingor acceleratin'g the car or train. Any suitable form ofair-brake may be employed, a standard form being here illustrated forpurposes of clear ness, said air-braking mechanism'being directly underthecontrol of handle A, which, although not absolutely essential. isdesirable, inasmuch as it is thereby impossible to operate thei'eversing mechanism of the car'be'fore said car is brought to astandstill or at least before all circuits are broken by means ofthecontroller. This might be done if the airbrake were operated by meansof, a separate operating-handle, as in the ordinary case.

As has been stated, the truck may be propelled in either directionwithout the aid of the electric motor solely through the agency of thefluid-engines, provided, of course, that there be suflicient storedfluid in the storagetanks. This constitutes a valuable feature of myinvention, as the car is thus permitted to travel quite a distancewithout electrical energy in case of a-breakdown of theelectriccurrent-supplying apparatus and as it willpermit the motor-carto leave the'main track over which the trolley-wire extends and run overordinary" side tracks or spurs where there is no trolley-wire to pullcars not fitted with my improved system out upon the mainline, thisparticular feature of my invention being more especially applicable inthe operation of.

switching in railway-yards.

W hen two cars, both equipped with the system, are coupled together, asshown in Fig. 13, the circuits M R, S N, '1', T and 1 are connected to asuitable socket-coupler,

as shown in detail in Figs. 16 to 19, in which W and w constitute,respectively, the projecting and socket parts of a cable-couplingbetween two cars having contacts lettered the same as the circuits towhich they are respcctively connected. When looking at the front of thecoupler, as in Fig. 16, with the project ing parts of the coupler JV onthe left and the socket w on the right, circuit is always on the topcenter contact and common return-cir- 7 5 cuit 1 is on the bottom, asshown. Circuits M B and S are arranged on'the projecting por tion W" andcircuits N 1', and T on the socket por ion 1/5 of the coupler, as shownin Figs. 16, Wind 19, at one end of the car and circuits M B and S onthe socket portion w andthe circuits N 1'", and T on the projectingportion W", Fig. 18, at the other end of the car. Thus if the cars .areso connected that in traveling in one direction the wheels 5 U'allrevolve in the same direction as the fields E of the motors the'frontcoupling of one car would be joined to the rear coupling of the othercar and like-lettered circuits of both cars would be joined together,aswould be the case if 0 sockets shown in Figs. 18 and 19 were broughtinto engagement, and like partsof the mechanism of both cars would worksimultaneously, whereas if one car were turned end for end on the track,so that its opposite end coup- 9 5 ling be joined to the before-usedcoupling of the other car, two like couplings would be joined togetherand circuits M R S of the one car would be joined to circuits N T of theother car, thus reversing the controlling connections of the car whichwas turned around and maintaining the same direction of travel as beforefrom any one controller of the first car.

If the cylinders and the fluid-pressures are 5 so proportioned andarranged, as shown in Fig. 15, that the cylinders Hand ll will ex haustabove atmospheric pressure and two sets of the fluid-engines and motorsare fitted to one truck, the cylinders H and l of one set IIQ mayexhaust in the receiving pipes or chambers X and 11:, which in turn willsupply the cylinders 11 and i of the other set. in this way thecylinders H and A, attached to the fields of both motors, and thecylinders l and 5 71, attached to the armatures, are arranged to work incompound and are controlled exactly the same as in the former case, eachcylinder valving mechanism being controlled simultaneously by solenoids,as before, like solen- I20 oids and clutches of each mechanism beingconnected in series and the pipes V and 4;, leading the fluid. to thehigh-pressure cylinders, having throttle-valves of m being operated bysolenoids w 'm', as before.

If it is desired to stop the accelerating-engine when the car is up tomaximum speed and needs only the power of the electric motor to propelit, gears f and {I would be clutched to crankshaft K instead of beingkeyed to it. 3

By similarly clutching gears F and G to the motor instead of rigidlyconnecting them the the train could be utilized for compressing fluid.

I Will now set forth in detail the various op e *ations and changes inthe controlling mechanism of the car which occur as the handle is placedover the various operating positions of the controller andreversing-switch.

in Fig. 11 the contact parts are associated with dotted lines, whichdotted lines are provided to aid in tracing the operations.

l Handle A l Handle B Step. 1 over poover po- I l sition. sition. 4

a Car at standstill or being. operi ated from the othercontroller on thetrain. Handles in position to be removed by operator. Controllerconnections all open and car safe to he left by operator. providedhandies are removed. Brake valve on lap.

Airdn'akes full on. Handle. B

unlocked.

Both sides of electric motor re volved by thud-engines.

Main switch to; electric motor closed. Motor driven eleclrically-hhalfilriviugitseomn at half-Sp Be vex sing-switch in position for carto he moved forward. Brakes full on.

Brakes released Cylinder H compressing until field E is stopped.

Field E clutched to axle A.

Cylinder I uolllpl'crSing. Field it still clutched to axle A.

Cylinder I still compressing Field E still clutched to axle A. CylinderH acting as a driving-engine.

Both cylinders compressing. Car coasting and brakewalve on lap.

Main switch for electric motor closed. Motordrivenelectrically. eachhalf driving its coinpressor at half-speul. Revei 'ng-s\\'itcli in poshion for move backward.

Cylinder l compressing umii armature D is stopped.

Brakes released. (Jar propelled by cylinder 1, which hitched to axle A.

-1. ng and brake on lap. lllaiu circuit for electric motor 'oken.Electric motor lie\'ersin;:-s\\'itch in 'tion for car to move for l byfluid-engines only. li'i 'elcascd. Cal propelled by cylinder H.

which is cJutched to axle A. (Jar coasting and brakes on lap.

in st The operation of my improved system will now be a )arent. if thecar 1s standin still Armature l) clutched to axle A.

and it is desiredto start the electric motor, power is supplied to thefluid-engines to drive the armature andfieidof the said motor inopposite directions until the speed of the motor has approachedsynchronism, after which the said. motor is electrically connected withthe transmission-line. The motor being now runinders' may be reversed,so that it operates as a compressor and serves to retard the speed ofrevolution of one of the motor elements. The other element meanwhileincreasing its speed speed and is maintained between said motor elementsdue to the current passing therethrough. When the motor element which isconnected with the compressor is stationary and the remaining motorelement rotating at twice the normal speed, the first aforesaid motorelement may be coupled to the axle and the valve mechanism of itsassociated compressor changed, so that the said compressor becomes afluid-engine. If the car is now to be started, the fluid-cylinderassociated with the rotating motor element is so arranged that it acts acompressor to tend to retard the motion of the said motor element,whereby the first-aforesaid motor element which is coupled with the axleof the truck serves to propel the car. If it is desired to acceleratethe speed above that which could be obtained by the action of the motoralone, the fluid- 1 engine associated with the motor part which iscoupled to the axle may be supplied with compressed fluid to cause anoperation thereof to assist the action of the motor. By moving theoperating-handles between the various operating positions any desiredacceleration or operating speed of the car may be obtained in eitherforward or backward direction. i l have herein shown and particularlydescribed one embodiment of my invention; but I it will be apparent tothose skilled in the art I that many modifications thereof may be made 1without departing from the spirit of my said invention, and I thereforedo not wishto limit i myself to the precise construction and arrangelment as herein shown and particularly described; but, 7

Having thus described my invention, What 1 claim as new,'and desire tosecure by Letters Patent. is

l. The combination with a vehicle, of a motor comprising two rotatablemembers, each having separable engagement with the vehicle running-gear.retarding means associated with. o'ie of said members, and means wherejby the remaining motor member is adapted to proprl the said vehicle,substantially as described.

2. The combination with a vehicle,of a motor comprising two rotatablemembers adapted to operate said vehicle, each having separableengagement with the vehicle runningi gee" retard. ng means adapted forassociation ning, the mechanism of one of the fluid-cylrelative to theaxle of the car has a constant with either motor element, andmeanswhereby the remaining motor element is adapted to propel the saidvehicle substantially as described.

3. The combination with a vehicle, of a motor comprising two rotatableelements mounted upon said vehicle, and adapted to operate the same,said motor elements being adapted to revolve at a practically constantrelative angular velocity, retarding means adapted for association witheither motor element, and means for securing either motor element to thevehicle-axle to operate the same, whereby either motor element isadapted to propel the vehicle when the retarding means is associatedwith the remaining motor element, substantially as described.

a. In a traction system, the combination with a vehicle, of avehicle-motor for effecting the propulsion thereof, said motorcomprising two rotatably-mounted motor members, an accelerating andretarding engine associated with each motor member and adapted tocontrol the travel of the vehicle, said retarding-engine serving toretard the rotation of one motor element, whereby the remaining motorelement may be adapted to propel the vehicle, means for storing theenergy accumulated in the operation of the vehicle, and

means for admitting power to said engine to enable it to startthe saidmotor, substantially as described.

5. In a traction system, the combination with a vehicle, of avehicle-motor for effecting the propulsion thereof, said motorcomprising two 'rotatably-mounted motor members, an accelerating andretarding engine associated with each motor member and adapted tocontrol the travel of the vehicle, said retarding-engine serving toretard the rotation of one motor element, whereby the remaining motorelement may be adapted to propel the vehicle, means for storing theenergy accumulated in the operation of the vehicle,means for admittingpower to said engine to enable it to start the said motor, and means forcooperatively associating said engine with the vehicle-motor toaccelerate the speed of the vehicle, substantially as described.

6. In a traction system, the combination with a vehicle, of avehicle-motor for elfecting the propulsion thereof, said motorcomprising two rotatable'members, an accelerating and retarding enginefor each member of the vehiclemotor to control the travel of thevehicle, means whereby either of said engines is adapted to retard therotation of either motor ele ment, whereby the remaining motor elementis enabled to propel the vehicle, means for storing energy accumulatedin the operation of the vehicle, and means for admitting power to saidengines to enable the same to start the motor, substantially asdescribed.

7. In a traction system, the combination with a vehicle, of avehicle-motor for effecting the propulsion thereof, said motorcomprising two rotatable members, each having separable engagement withthe vehicle running-gear and an accelerating and retarding engine 00-operating with the vehicle-motor to control the travel of the vehicle,substantially as described.

8. In a traction system, thecombination with a vehicle, of avehicle-1notor for efi ecting 9. In a traction system, the combinationwith a vehicle, of an electric motor comprisin g two rotatably-mountedmembers and adapted normally to be continuously operated, and anaccelerating and retarding engine associated with each motormember,'whereby the speed of rotation of the said motor members maybecontrolled so that the said motor is adapted to start the vehicle andcontinuously operate the same, substantially as described.

10. In a traction system, the combination with a vehicle, of an electricmotor comprising two rotatably-mounted members, said motor members beingadapted to revolve relatively at a constant speed, said motor beingadapted normally to be continuously operated, and an accelerating andretarding engine associated with each motor member, whereby the speed ofrotation of the said motor members maybe controlled so that the saidmotor is adapted to start the vehicle and continuously operate the same,substantially as described.

11. In a traction system, the combination with a vehicle, of an electricmotor comprising two rotatably-mounted members, said motor members beingadapted to revolve relatively at a constant speed, said motor beingadapted normally to be continuously operated, an accelerating andretarding engine associated with each motor member, whereby the speed ofrotation of the said motor members may be controlled'so'that the saidmotor is adapted to start the vehicle and continuously operate the same,and means whereby said engines may alone serve to operate the vehicle,substantially as described. 1

12. In a traction system, the combination with'a vehicle, of adriving-axle therefor, a motor comprising two rotatable members adaptedfor propelling said vehicle, an accelerating and retarding engineassociated with each motor element and adapted to control the speedthereof relative to the said vehicle, said motor members being adaptedto rotate relatively at a practically constant speed, and means wherebyeither of said motor elements may be cooperatively associated with saiddriving-axle to drive the vehicle, as described.

substantially 13. In a traction system, the combination with atransmission-line for supplying power to said system, of a vehicle, anelectric motor mounted upon said vehicle for causing a propulsionthereof, said motor being adapted normally to operate at a practicallyconstant speed, and equalizing means associated with said motor, wherebysaid motor when operating is adapted to absorb apractically constantamount of power from said transmissionline, substantially as described.

14:. in a traction system, the combination with a transmission-line forsupplying power to said system, of a vehicle, a motor mounted upon saidvehicle for causing a pro 'iulsion thereof, and equalizing meansassociated with said motor, whereby said motor is adapted when operatingto absorb a practically constant amount of power from saidtransmissionline, substantially as described.

15. In a traction system, the combination with a transmissiondine forsupplying power to said system, ola vehicle, a motor mounted upon saidvehicle for causing the propulsion thereof, equalizing means associatedwith said motor whereby said motor is adapted when operating to absorb apractically constant amount of power from said transmission line, andmeans for storing energy accumulated in the operation of the saidvehicle, substantially as described. 2

16. In a traction system, the combination with a transmi fornline, of avehicle, a motor mounted upon said vehicle for causing a propulsionthereof, an accelerating and retarding engine associated with saidmotor, whereby said motor is adapted to absorb a practically constantamount of power from said tr smission line, and means for storingi'nergy accumulated in the operation of said vehicle, substantiallydescribed.

17. in a traction system, the combination l with a transmission-line, ofa vehic' 3 adapted for operation in said system, a motor mounted uponsaid vehicle for causing a propulsion 0 rod lythereof, said motorcomprising in mounted motor elements, an accelerating and retardingengine. associated with each motor element, whereby said motor isadapted to absorb a practically constant amount 0: power from saidtransmission-llne, and means for storing energy accumulated in theoperation of said vehicle, substantially as described.

18. in a traction system, the combination with a transmission-hr of avehicle adapted for operation in said systcnn'a motor mount ed upon saidvehicle for causing a propulsion thereof, said motor comprising tworotatablymounted motor elements, an and retarding engine associated witheach motor element, whereby said motor isadaptcd to'absorb a practicallyconstant amount of power from said transmissio'zrli and means forstoring energy accumulated in the operation oi said ehicle, sa enginesbeingadcpted to utilize said accumulated energy to start the motor,substantially as described.

19. In a traction system, the combination with a transmission-line, of avehicle adapted for operation in said system, a motor mounted upon saidvehicle for causing a propulsion thereof, said motor comprising tworotatablymounted motor elements, an accelerating and retarding engineassociated with each motor element, whereby said motor is adapted toabsorb a practically constant amount of power from saidtransmission-line, and means for storing energy accumulated in theoperation of said vehicle, said engines being adapted to utilize saidaccumulated energy to start the motor, and said engines being alsoadapted to operate said vehicle independently of the said motor,substantially as described.

20. In atraction system, the combination with a transmission-line, of avehicle, a motor mounted upon said vehicle for causing a propulsionthereof, equalizing means associated with said motor. whereby said motoris adapted to absorb a practically constant ainount'of cncrgyfrom saidtransmission-linc, said equalizing means being adapted to absorb thepower accumulated in the operation of the vehicle, electromagneticmeansfor controlling the circuit connections of the said motor,electromagnetic means r'or controlling the operation of the saidequalizing means, and a controller for controlling the actuation of saidelectromagnetic moans, substantially as described.

21. in a traction system, the combination with a transmission-line, of avehicle adapted for operation in said traction system, an electric motormounted upon said vehicle, electroi'nagnctic means for controlling thecircuit connections of said motor, electromagnetic means for cli'ectingoperative association of said motor to propel said vehicle, equalizingmoans associated with said motor, whereby lsaid motor when operating isadapted to ab sorb a constant amount ot power from saidt:ansniissiondinc, olectromugnetic means for control]in said equalizingmeans, and a controller for effecting the opera lUl'l oi saidelectromagnetic means for changing the speed of operation of saidvehicle, substantially as described.

in a traction system, the combination with transniissionlinc, of avehicle adapted for operation in said traction system, an electric motormounted upon said vehicle, electrmnagnetic means for controlling thecircuit connections of said motor, electroniagnetic means for effectingoperative association of said motor to propel said vehicle, equalizing111% associated with said motor whereby when operating is adapted to absorb a constant ai'nount of power from said transmissiondine,electromagnetic means tor controlling equalizing means, a controller:loreiiecting the operation of said electromagnetic means for changingthe speed of opera

